Engine connection



(No Model.) 2 Sheets-Sheet 1.

P. HARTRAMPF.

ENGINE ooNNEoTIoN.

No. 443,046. Patented Dec. 16, 1890.

2 Sheets-Sheet 2.

(No Model.)

P. HARTRAMPI.

ENGINE CONNECTION.

Patented Deo. 16, 1890.

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UNTTED STATES PATnNT Ottica.

PAUL IIARTRAMPF, OF BIRMINGHAM, ALABAMA.

ENGINE CONNECTION.

SPECIFICATION forming part of Letters .Patent No. 443,046, datedDecember 16, 1890. Application filed December 24, 1889. Serial lilo`334,812. (No model.)

.To all whom t may concern:

Be it known that I, PAUL HARTRAMPF, a citizen of the United States,residing at Birmingham, Jefferson county, State of Alabama, haveinvented certain ne` and useful Improvements in Engine Connections, ofwhich mit the power of the main to the secondary shaft at increasedspeed, all as hereinafter more fully described, and then pointed out inthe claims. 4

The chief objects of my invention are to multiply the speed obtainedfrom an engine without increasing the speed of the piston.

In the accompanying drawings of an engine made after the manner ofmyinvention, and in which like letters of reference designate like partsthroughout, Figure l is a top plan view, and Fig. 2 is aside elevationthereof with the cylinder and valve-plate and valve in central verticalsection, and with part of the connecting-levers and engine-frame brokenaway.

As the mechanism for transmitting the motion of the main shaft to thesecondary shaft is duplicated, it Will only be necessary to describe oneset of such duplicated parts, and in order to distinguish one set fromthe other I will mark the reference-letters of one set with primes.

Referring to the drawings, A designates the engine-frame, having abed-plate, and B is a cylindermounted horizontally in the frame to oneside of the center of length thereof. At the other end of the frame isthe main or crank shaft C, set in suitable bearings and driven by thepiston D through the usual intermediary of piston-rod E, connecting-rodF, and crank G, the cross-head of the piston-rod being mounted in theordinary guideways.

At the end of the frame remote from the main shaft C is mounted thesecondary or speed shaft H, parallel with the main shaft and providedwith a fly-Wheel I. The main or crank shaft C is connected to and drivesat increased speed the shaft H through means of the following duplicateparts: A rockern crank J is mounted at the side of the frame upon .astud K, so as to vibrate in the vertical plane. The arms L and M of thiscrank are shown as forming an acute angle With each other, and theformer is of greater length than the latter; or, in other words, thedistance from the points K to l is greater than K to m, the points Z andm being respectively the attaching-points of the connecting-levers O andI), which are connected by their other ends to the main shaft C andsecondary shaft I-I by crank-disk Q and crank R, respectively. Theseparts just described are-preferably located to the outside of the engine-frame, though of course any desired disposition may be made of them;but the arrangement shown secures the greatest economy in length ofspace occupied by the engine. The ratio of the lengths of the crank-armsL and M is represented as two to one, and with this construction Iobviously obtain two revolutions of the secondary shaft H for one of themain shaft C. The cranks J J are pivoted, preferably, below the centerline of the engine, so as to alleT of the proper proportioning of theconnecting-levers.

From the foregoing description it Will be understood that at each strokeof the piston the main shaft C performs one revolution, theconnecting-lever O rocks the crank on its axis, so as to move the arm Mto and fro over the are 4c 5 and the long arm L to and fro over the arc6 and 7, thereby producing two revolutions of the secondary shaft II,since at each Oneway movements of arm L over its arc such shaft is givenone revolution.

In the arrangement of the duplicate parts Q Q', C) O', J J', P P', and RR', they are so placed that one set has a lead on the other to overcomedead-centers- The lead here shown is about a half-center, making aquartercerb ter lead when considered in reference to the crank G, asWill be readily understood from the drawings, wherein the crank Gr is aquarter of a circle in lead of the crank Q and the crank Q is the samedistance in advance of IOO the main crank G. The same relation in thelead of the cranks is observed for both the main and secondary shafts.The lead these parts are set at is a matter of adj nstment and is ofcourse necessary to successfully overcome dead-centers, and, moreover,to prevent reversal and consequent rupture of the mechanism after theSteam is shut off and the engine runs idly under its momentum.

There are many applications that may be made of my novelspeed-multiplying mechanism. Itmay also readily be used to reduce speed,especially in connection With electric motors, wherein, for instance,the secondary shaft could be used as the armature-shaft and the mainshaft C as the drive-shaft, thereby reducing the speed one-half.

Having thusdescribed my improvements in engines, what I Vclaim as myinvention, and desireto secure by Letters Patent, is-

1. An engine having in combination a main vor crank shaft and asecondary or speed sh'aft,;a set of cranks having arms of differentlengths-for instance, one arm double the length of the other--leversconnecting the main shaft with the short arms of the cranks,respectively, and levers connecting` the secondary shaft with the lon garms of the cranks, respectively, whereby the speed of the secondaryVshaft may be increased over that of the main shaft through means of suchcranks and levers, substantially as and for the purpose set forth.

2. An engine having in combination a main or crank shaft suitably drivenby a connecting-rod connected thereto by a crank, a crank on such mainshaft at each side of the said iirst crank, a secondary or speed shaft,rocker-cranks located intermediate the said main and speed shafts andhaving one arm thereof double the length of the other, connecting-leversintermediate the said cranks at each side of the main crank and theshort arms of the rocker-cranks, and connectinglevers intermediate thesecondary shaft and the long` arms of the rocker-cranks, whereby themain shaft may drive the secondary shaft at double its speed.

3. An engine having a suitablydriven crank-shaft C and a secondary orspeed shaft H, the vibrating rocker-cranks J J', the connecting-levers OO', connected by one end by suitable cranks to the shaft C and by theother end to the said rocker-cranks J J', respectively, and theconnectinglevers P P', connected intermediate the said shaft II and thesaid rocker-cranks J J', the points of attachment of said levers P P tothe said cranks J J' being a greater distance from the center of motionof the same than the points of attachment ofthe said levers O 0',substantially as and for the purpose set forth.

In testimony whereof I have hereunto set my hand and seal, this llth dayof December, 1889, in the presence of the two subscribing Witnesses.

PAUL HARTRAMPF. `Witnessest EDWARD BRAUNINGER, WILLIS FOWLER.

